[ 本帖最後由 HighLamb 於 2014-1-29 02:35 PM 編輯 ]

今季的車鼻設計無疑是熱門話題. 但大家不妨從美觀以外的角度看.

畢竟賽車設計是以科技為出發點. 看看那一隊的解決方案最有效, 不是更有趣嗎?
現時來看, 平治及拉利成一派, 其餘則一如早前估計的模樣. 最特別(估佢唔到的)是蓮花

另一方面的尾翼, 由於禁止beam wing, 所以尾翼的支撐方式好自然回歸柱式設計. 以為冇乜驚喜.....兩隻牛就畀d新ideas給觀眾. 好!


紅牛的好有新意. 乾淨俐落. 但驟眼看落.....穩唔穩陣架? 好受力個喎!!






細牛的設計仍然唔用柱式, 改為把底板變相當作以前的beam wing用 --- 兩邊endplates直落到底變成底坐.

第二日的試車 :-

1. Jenson Button (McLaren)       1:24.165, 43 laps
2. Kimi Raikkonen (Ferrari)       1:24.812, 47 laps
3. Valtteri Bottas (Williams)       1:25.344, 4 laps
4. Nico Rosberg (Mercedes)      1:25.588, 97 laps
5. Sergio Perez (Force India)    1:28.376 , 37 laps
6. Esteban Gutierrez (Sauber)   1:33.270, 53 laps
7. Marcus Ericsson (Caterham) 1:37.975, 11 laps
8. Sebastian Vettel (Red Bull)   1:38.320, 8 laps

主要話題有兩則 :
1. 雷諾引擎未除bug. 紅牛因而提早收工. 所有用雷諾引擎的車隊試車圈數總和大大落後(蓮花缺席加深影響).
2. 老麥尾懸掛新設計.

我覺得 1. 不值得大驚小怪. 試車就係咁用家嘛

2. 則是新聞焦點. 已引起各方談論, 其中最爭議的是究竟會否違規! 且看相吧






估唔到昨日首試出唔到車, 今日一出就成主角!! 究竟係乜東東?
http://www.autosport.com/news/report.php/id/112341

".....Mclaren has attached a large aerodynamically-profiled 'blocker' to each of the rearmost suspension links.
This concept is designed both to give more downforce at low speed and reduce drag at high speed.
These blockers must be part of the suspension itself, but there is a very fine line between an independent shroud, which would be illegal, and something that is all one part and I'm sure that McLaren has ensured it complies with the rules.
These aerodynamically-profiled parts act as devices to block the airflow coming out of the Coke bottle area when it gets to the back of the diffuser.

It creates an area of low pressure behind these blockers and this then increases the velocity of the airflow travelling underneath the car, generating more downforce from the underfloor.

The rear beam wing previously did this job, but the 2014 regulations have banned that so teams are looking for new ways to make up for it.

The interesting thing about this package is that when the car is at higher ride height, these sections will almost completely close the gap at the top of the diffuser, helping it to work at low speed.

At higher speed, because of suspension deflection, a gap will open up between the bottom of the lower blocker and the diffuser, which will reduce drag.

So this makes it a double whammy, giving you more downforce under braking and in slower corners and less drag at high speed.

This could be McLaren's secret weapon because, if it does work, it is not something that can be copied in five minutes as it is dependent on a number of design parameters at the rear of the car."

好嘢, 有故仔跟  FIA 會點反應? ...... 澳洲站後佢真係好快先至再算

其實早於上季初已有談論擔心 turbo 引擎聲唔夠好聽, 其中最唱淡turbo聲的就是Bernie Ecclestone.

現今互聯網真係貢獻良多, 尤其是youtube. 即刻去聽吓2014 turbo V6 F1 引擎聲啦!!
http://www.youtube.com/watch?v=s99QFe6htJ4
Formula 1 test Jerez 2014 [HD] pure V6 turbo sound

V6 Turbo 聲
好似番左去80年代咁呀

Marussia MR03

看完2014年F1 新賽季的首試, 可當作F1車迷/觀眾的賽前熱身.
不過齋睇過外表後, 係時候了解吓"內涵"喇!

好多人已知2014新例最大的改變是引擎 : 1.6 litre V6 turbo, 及其引申成整個 power train.

2014 新限制 : 汽油量不多於100kg                                              (之前其實無限制, 160kg只是各車隊計過數夠用而已)
                     供油量不可超過100kg/hr                                      (之前亦是無限制, 一般是170kg/hr)
                     ERS可提供的馬力升至 160 匹兼可長達連續33秒     (之前的KERS只得80匹及每圈只可用6.7秒)

                     硬性規定8前速波箱及不准換波牙. 有一次豁免權作維修用. 即是一套波牙比例走天涯
                     容許直接點火 direct fuel injection    (turbo + direct fuel injection, combustion chamber 入面幾複雜可想而知)


唔清楚是否新規定?? ===> 尾 brake 因應新ERS需要, 改為真真正正的 drive by wire (頭brake照舊)



ERS 之所以冇左之前 KERS 的"K", 是因為多左一個摩打 : MGU-H (Motor Generator Unit - Heat)
MGU-H 連接turbo, 利用它產生的高熱轉化成電力.

加埋連接曲軸的 MGU-K (Motor Generator Unit - Kinetic) , 即是以往的 KERS  



雙管齊下就是新一季的玩法. 以下是雷諾提供的圖解:-








1. 圖左上角---- braking : 一如往年的原理, 剎車的動能透過 MGU-K 轉化為電能儲存在電池備用

2. 圖右上角 ---- 出灣起油 : 由電池提供能量給 MGU-H, 反向提升turbo轉數配合油門, 消除 turbo lag

3. 圖左下角 ---- 加速 : turbo 全速運作, 透過 MGU-H 可把熱能轉化為電力儲存於電池, 亦可直接給 MGU-K 提供動力加速

4. 圖右下角 ---- 扒頭 : 最需要馬力時, 除左上述 3. 的加速, 更出動電池的儲備幫 MGU-K 一把


仲有.
1. 的 MGU-H 其實可全程控制turbo的轉數. 除了可預先提升(加)turbo轉數外, 相反亦可減turbo轉數, 即是變相控制 boost pressure. 代替以往 waste gate 的角式. 不過 waste gate 仍然存在( 保險?) 但 MGU-H 的控制彈性靈活得多.
所以唔好再問 : "個turbo幾多bar呀?" <====   MGU-H 即是變相電腦控制囉!


所以新 power train 是好很複雜的新東西. Reb Bull & Renault powered teams 首試出事好正常......

仲有好多關於power train的新技術大家未知 :-
例如有現場出席睇試車的都議論緊, 拉利在拖波(shift down)時完全冇聲!!! Sauber 的拉利偈雖然未至於冇聲, 但都近乎冇. 同平治的好唔同...........

自問對車無研究不過睇d技術, 第一時間反而想像幾時可以套用在一般家用車上~

前年在這個題目 "F1賽車科技轉化去街車" 已答過

再抄多次:-

** Adrian Newey ** said,
“There’s always been this notion that F1 should be used to develop the breed—the breed being the road car—and I think if you go back into, let’s say, the sixties, then there are successful examples of that. Disc brakes, fuel injection, lightweight construction—all first appeared in F1.
But the true spinoff from F1 into road cars now, in all reality, is somewhere between very small and zero, in terms of technology that’s developed in F1 being of real benefit to the road cars, as opposed to a salesman’s dream.” Any claims to the contrary by the manufacturers, he said, are “pure pretense.”

這就正正是現代 F1 成功之處囉!

其實 F1 2014年新例就是回應現實市場(量產車)方向 ---- 再生能源
即係 F1 跟隨量產車市場走. 新品種 Formula E 就是 FIA 的試點 (變相 F1 的保險)
Honda 2015年回歸 F1 正是市場誘因! 乎合做生意原則嘛!

所謂"現代"F1, 即是資本主義時代 F1  剛好冇耐之前有記者(忘記係邊段網文)訪問某F1 icon 人物, 問現今 F1 還是體育嗎? 他斷然答 : F1 是一個show
順便可以答埋樓上各位朋友對新例 --- 最尾一站分數雙計 --- 的不滿 唔好勞氣. 只係個show 黎姐.


補充返關於今屆turbo最高可行幾多bar數.
由於 FIA 在80年代 (第一代turbo年代) 的經驗, 幾醒目地加左兩條辣招, 就是汽油量不多於100kg 及 供油量不可超過100kg/hr(一場F1賽事平均超過1.5小時, 計吓數.... )

高bar數(boost pressure)必然是高耗油量. 所以與其限制最高bar數(容易出古惑), 不如限油量實際得多.
來重溫一吓第一代turbo年代 (1977-1988) 的turbo行到幾多bar吖!!  :-

"..........Boost pressure was quite low during these early years. Engines were boosted up to a relatively modest 2.5 Bar (absolute pressure) Such a configuration was good for around 650hp at the flywheel - BMW, for example, claimed 640hp for their 1983 Driver's Championship winning engine.

As fuel injection and turbo technology progressed at an incredible rate during the early '80s, teams were able to push boost higher and higher ..... increases to 3.5 Bar boost became common for each team, giving rise to well over 700hp at the flywheel.

Late 1983 also saw the first teams using so-called 'jungle juice'. This heady mix of chemicals - which was just allowed under the governing body's loose terminology of 'fuel' - gave tremendous resistance to detonation and allowed boost pressure to soar. The BMW-Brabham, for example, was boosted to 4.5 Bar (absolute pressure, remember) for qualifying and output swelled to over 1000hp. For races, however, boost was reduced to give 'only' around 750hp.

1984 was a continuation of the same theme. With more work on fuel grade and the introduction of fully electronic management systems, teams could boost their engines even further. Renault decided not to use any wastegates for the Australian GP, for example... As a result, qualifying manifold pressure rose to over 5.0 Bar (up to 5.5 Bar has been reported) and outputs were generously in excess of 1100hp - some sources say approximately 1300hp. It came as no surprise, therefore, when Gerhard Berger's Ferrari V6 twin-turbo was clocked at a milestone 218mph (351 km/h). And, remember, we are still talking about little 1.5-litre engines.

In 1986, measures were taken to slow the turbo cars. Race-day fuel ration was introduced spelling a reduction in boost pressure.

In 1987, a 4.0 Bar boost limit was introduced whereby a pressure relief vale (aka pop-off valve) was fitted to the intake manifold of each car. Fighting a 4.0 Bar ceiling and tough fuel rations.

The last straw came in 1988, when boost was regulated to just 2.5 Bar and a harsher-still race fuel ration was introduced."


睇返以上turbo的年代已經"想入非非"----馬力狂的年代. 而踏入重生的第二個turbo年代, 我估turbo已不是主角. 取而代之是那兩個MGUs....應該說是效率的年代...掛?!

年紀大冇記性.....啱啱睇到新聞話 FIA 會同各車隊傾排位賽細節, 尤其是第三節, 有否需要更改.....目的當然是"以客為先"啦  ---- 個show的收視率最緊要.
Formula 1 in push to shake up qualifying for 2014
http://www.autosport.com/news/report.php/id/112434

此文令我記返原來我講漏左2014排位賽, 應該會好好睇. 因為 :-

Renault 的 Technical Director for new generation Power Units, Naoki Tokunaga, explains :

".....For 2014, the fuel flow is limited to 100 kg/hr, and the fuel quantity for the race to 100kg. So if the car uses fuel at the maximum permitted rate of 100 kg/hr, it can do so for only 1 hour.
Of course the circuit and car characteristics will not allow the cars to run at maximum power all around the lap. On all circuits, it is predicted that the natural fuel consumption (F1 賽場每圈盡油的百分比由 Monaco 的50%至 Monza 的68%不等)  for the race distance will be close to the allowed 100kg. Then it will be necessary to decide how to use the available fuel."

正式比賽成幾拾圈就話要慳住"駛"姐, 排位呢!!! 唔使就住就住喎!!

A hot lap
In 2014, on Saturdays the qualifying sessions will be run ‘flat out’.
The cars will still be limited by the fundamental fuel flow restriction of 100kg/hr but the 100kg fuel limit (指載油量) will be irrelevant since very little fuel is burned over one lap. The driver will therefore be able to use 100% of the allowed fuel flow and the entire energy budget from the battery store for his qualifying lap. However, should he choose to use all the energy on one lap, he will not be able to complete two flat out timed laps and will instead have to wait until the store recharges. This will lead to some even tenser sessions and a number of different strategic calls."

這裡就是好戲所在嘞.  :-

盡油搏一圈....敝! 臨尾犯錯損失左0.2秒
要用第二圈黎义足電.....
第三圈再搏.....潮妖 畀慢車阻!!!
第四圈再义電啦.....都夠鍾啦老友

仲未計入pit換新胎呢!!!

其實我最想見到的係全部車都係用"非電油"的fuel來行駛, 一來宣揚環保, 二來...一想像架車入pit時, d工作員工"隊"枝粟米落去"入油"個畫面都幾攪笑~~

獅兄, 上年(2013) 係咪都係已經限一個波箱唔比換波牙?
換波箱罰排拉? 波牙比例咪無得因應場地去改?


其實想環保, 應該禁止所有比賽(包括非賽車類別)

Gas (電油?) Happen 兄....噢! 串錯, gashapon兄
汽車業界環保已勢在必行. 因為新能源的需要已真的越來越逼切, 唔到嗰班大佬 (布殊d幕後老細) 阻撓. 你睇, 阿殊離任後.....葉岩氣真係"話咁快"(?)就即刻登場?!

我有位朋友舊年中秋訂左架 Tesla Model S, 雖然未知幾時交貨. 佢應承到時畀我試**坐!!! 我都好期待架!


m_m兄, 上季只限波箱必須捱....5?4?埸. 波牙則冇限制.
新例下, 波牙比例設定數字季前一律要提交給FIA. 對, 一套波牙比例行足19站. 冇得因應場地而改變. 不過容許因維修理由等, 豁免一次. 即是可以改變一次咁大把.

m_m兄你講得冇錯. 要環保就唔好賽車
不過群眾中意聽大話, 喱點精明的生意人好清楚......十年前電油廣告已改策略, 宣傳係潔淨能源喎!
2002年四衝程引擎的Moto GP代替兩衝程的GP500, 話四衝程較兩衝環保......喂, 賽車用的四衝程又幾環保呢????


講開波牙, 再補一筆.
turbo, 出名好扭力 (torque). 電摩打, 扭力更勁.
兩者相加, 低扭比normal aspiration (na) V8 簡直是天與地!!! 再加8前速!!! 一套波牙走天涯問題比 na V8細好多.

Jerez 首試記者問 Hamilton 用第幾波出hairpin? Lewis 答: 4 波!!!!!!!!!!!!
好多track side 記者都報告 : 極易聽見起油響胎聲.....係4,5波起油都響胎  (加上turbo偈"淨"好多更容易聽到)

星期三(19號)就是第2次的試車, 地點改往天氣較暖的巴林 Bahrain, 一連4日至星期六.

今次更加期待!! 因為焦點盡在雷諾引擎.....應該是整個動力系統. 及採用該系統四連霸的紅牛車隊. 究竟上次在 Jerez 的問題有幾大呢???

F1媒體最難捱就係休季期間. 難得有翻天覆地的新例 "配合" 下, 大熱門紅牛+ 雷諾首試出問題, 仲唔炒作就唔係傳媒啦
有d講到極之嚴重, 嚴重到話紅牛今季唔使睇喎.....???
.......無謂估估吓. 等多一日咪知囉

總結各媒體有關雷諾的問題是 : MGU-H, MGU-K 與 ES 的協調出錯
''   ''     ''     ''    紅牛的問題是 : Newey 不妥協的設計風格令 PU 空間太擠迫而產生過熱問題. 如改原先設計便很可能犧牲空氣動力學優勢.....

**補充上面那堆英文字簡稱的意思 :-

MGU-H = Motor Generator Unit - Heat
MGU-K = Motor Generator Unit - Kinetic
ES       = Energy Store   <=== 即係之前叫的電池 battery
ERS     = Energy Recovery System   <=== 等於 MGU-H + MGU-K + ES 的統稱
ICE      = Internal Combustion Engine   <=== 即係引擎engine囉! 其實引擎的正式中文稱號是"內燃機"
PU       = Power Unit       <=== 等於上述 MGU-H + MGU-K + ES (=ERS) + ICE 的統稱. 亦即是代替 "power train" 嘞.

由於新引擎例衍生出新動力有關系統, 搞到各傳媒各自命名令車迷好混亂.....便產生以上的統一標準名稱.


另外, 已確認 turbo boost pressure 是無限制.
然而, 拉利聲稱: unlimited boost pressure (typical maximum 3.5 bar abs due to fuel flow limit)
雷諾亦發表相同的數字......

咁就有趣嘞. 根據 FIA 官網透露 : 之前的 2.4-litre normally-aspirated V8 engines produce more than 750bhp.
而新的 1.6-litre V6 turbo engines max. 15,000rpm will produce around 600bhp, with additional power 160bhp from ERS
所以佢話峰值馬力兩者張會是差不多.....

以樓上29樓的歷史數據, 80年代初的1.5升turbo @2.5bar 都有650bhp啦!
唔計多左100c.c.及廿幾年的引擎技術進步, 淨係計嗰多出的1bar.....
80年代的F1偈仲係用緊石器時代的金屬氣閥彈弓 (90年代F1才改用pneumatic valve spring), 轉數根本上唔到萬三轉, 所以今屆的15,000rpm限制無關係.....唔知點計


呀! 關於拉利拖波"冇聲出"的現象, 搵到以下報導:-

"......Italy’s La Gazzetta dello Sport reports that Ferrari’s new V6 engine is also highly innovative. The report said the engine features a ‘cut-off’ system that works with the direct injection to keep engine temperatures low and save crucial fuel.

The system means that, at times, the flow of fuel into the combustion chamber is stopped altogether and the engine is not ‘sparked’....."

慳油, 又或者應該叫能源管理, 會否成為今屆勝負的關鍵?

今季第2次試車---巴林站首日

1 Hulkenberg (Force India)    1m36.880s (78 laps)
2 Alonso (Ferrari)                 1m37.879s (64 laps)
3 Hamilton (Mercedes)          1m37.908s (74 laps)
4 Magnussen (McLaren)        1m38.295s (81 laps)
5 Vettel (Red Bull)                1m40.224s (14 laps)   ** 跪低
6 Sutil (Sauber)                   1m40.443s (82 laps)
7 Frijns (Caterham)              1m42.534s (68 laps)
8 Kvyat (Toro Rosso)            1m44.346s (5 laps)    ** 跪低
9 Grosjean (Lotus)                1m44.832s (8 laps)
10 Massa (Williams)                  no time (5 laps)
11 Bianchi (Marussia)                no time (3 laps)

咦!!! 紅牛真係要開始擔心喇
試車開始左成四粒幾鐘先至開到車....斷斷續續到第14圈跪低. 有相睇:
http://www1.skysports.com/f1/new ... ted-to-jerez-issues

再有關雷諾偈的問題詳細資訊 :

".....the big problem is in the MGU-K system.  

It was apparently bringing its power in too quickly back to the ICE, and problems with it engaging with the main crankshaft of ICE, causing failure in the MGU-K, and the crankcase itself. There is a fundamental problem with the shaft of the MGU-K. Consequently, they now have a big redesign.

For the rest of testing, they're going to have to without full ERS power... There is also some debate as to whether this part will be ready for Melbourne as well. So potentially for some of the first races the Renault engines could be handicapped because of this problem with this motor generator.

This failure that is afflicting the Renault PU is complex; there are many vibrations involved, as well as the complex integrations of the two electrical generators and the ICE."

跟住, 有記者竊取到今日 Vettel  第14圈臨出事前他與工程師 Guillaume Rocquelin (Rocky) 的radio對話 :-

Rocky  : Remember Seb, what you promised Christian, you have to stay off the ERS button.
Seb     : Yes, Yes, now let me drive.
Seb     : Woo Hoo, this thing is much slidier than last year
Rocky  : Slow down there champ, we’re still shaking down systems
Seb     : Please, all last year it was “Seb the tires”, “Seb the electrics” and never was it a problem
Rocky  : And don’t touch….
Seb     : What could go wrong, I’ll only touch it a little bit….

     ***Sound of shrieking tyres and breaking things***

Seb     : I’m alright, not so sure about the car
Rocky  : Marko wants a word when you get back

  拿, 唔知係咪傳媒老作架!

不過事實擺在紅牛雷諾眼前. 未解決播.

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星期四27號起一連四天就是季前最後一次的試車. 好重要, 亦是見真章的時候了, 冇得保留.
而2月28日是FIA規定 pu 凍結期的生效日期. 雷諾如果仲未解決得晒它的問題的話.....紅牛, 細牛, 蓮花, Caterham 你地自己諗吓啦.

在34樓我頗懷疑FIA宣稱的2014turbo引擎馬力: 600bhp+160bhp(ERS) 峰值馬力760bhp <== ???
當人傻仔咩!!

上次的試車時間, 有數得計.
請勿忘記, 今季 Pirelli 提供的新compound全部都較往年硬! (對抗強大的turbo扭力). 據聞若莫慢0.8至1秒.

而2月22日Rosberg造出1'33.283, 相比2013年巴林站排頭位圈速(咁啱同是Rosberg) 1'32.330 ......之前大把"專家"話2014新車會慢過舊年的約4至5秘喎

圈速, 我估係會慢過舊年. 理據 : 胎慢左, aerodynamic 差左  <=== 咁樣就想怏都難.
不過 馬力應該強左, 在直路會釐補返一些吧.

"......The F14T in the hands of Fernando Alonso clocked a top speed in Bahrain of 336kph compared to a best from the 2013 of 314kph. Nico Rosberg comments, “we are incredibly fast on the straights. I guess at Monza we will be doing 360kph”
直路速度就是馬力的證據. 就係咁簡單
".....The class of 2014 engines are capable of 900bhp" <=== 咁就似樣囉! 760匹??? FIA


跟住要講的是今季較少詳細談的 brake by wire (尾 brake only)

"...There is an element that could affect performance of the cars, that is not mentioned much: Brake-By-Wire.

In 2009 KERS was introduced to F1 cars, a system that recovers the kinetic energy during braking to recharge a battery and allows the driver to use this energy limited to 6s per lap.

From this season onwards, the new regulations has raised the amount of energy that can be harvested during braking from 400KJ to 2000KJ per lap, resulting in significant changes in the efficiency of the elements that make up the braking system. As a result teams now make use of smaller rear brakes disks, and from this year teams have adopted four piston calipers rather than the standard 6 piston calipers, still used at the front.

Engineers recognised that the braking capacity provided by MGU-K and MGU-H will be such that it will make braking problematic for the drivers. In 2009, the first year of using an energy recovery system, there were several drivers who had issues in managing the braking distance which varied significantly when KERS was charging or not. Over time, the adoption of appropriate electronic strategies allowed teams to eliminate the problems and allowed exploitation of an even more exasperated braking phase.

Since the MGU-K system has twice the power compared to the old KERS (80 bhp vs 160 bhp), it is crucial that engineers find a way to keep the car as stable as possible when the driver push the brake pedal.

And this is where Brake-By-Wire comes in.

Thanks to special electronic mapping will modulate the power to give to the rear brakes, according to the pressure exerted on the brake pedal, while at the same time take into account the energy taken from the brake discs by the MGU-K. This will ensure stability to the car while braking, but importantly relieve the driver from the task of having to change his brake distribution to ensure the ERS recover enough energy through the MGU-K.

To understand how complicated this kind of system is for engineers – after the first winter testing session in Jerez, the Sauber F1 Team  rebuilt the whole system because it was mis-calibrated and caused their drivers to lose control and spin the car several times.

Given that the braking phase will still be crucial for good lap times, it’s easy to understand how important it is to have a good Brake-By-Wire system is.

While everything on the car is controlled by the ECU and engineers have their hands full just to understand the system the options available to them are endless. Without doubt a few would have been thinking how to gain extra benefits out of the system, benefits such as ABS or a form of traction control.

Time will tell however we will be seeing some very clever use of the new ERS system over the course of the year and years to come.

係喎!!! 我估好大機會把abs及traction control 局部"借屍還魂" 起碼1998年老麥MP4/13的 "rear brake steering"一定可以復活!!

今日新季度是開鑼之前的最後一日試車.

本來應該試完後(11:00pm HK time)才講, 不過整個季前試車的焦點主角 --- 紅牛, 繼昨天唔夠半圈就跪低收工後, 今朝開波約3粒鐘到, 紅牛行左....約廿個圈又跪低出煙  不如早d講故啦


在35樓提過雷諾PU的問題, 現在有更詳細的跟進資料.
消息來源是 http://forums.autosport.com/topi ... strophic/?p=6596409

那位朋友的網名叫 enotsne
讓我排返正d字母先.... 得出 : Enstone <=== 即係 Lotus 的基地 (其實正確來說是前 Toleman/Benetton/Renault 車隊). 仲有, 佢係該論壇的新會員, 剛在2月14日才加入(真係咁啱嘅??). 內容如下:-


*** Changes Renault have made since Jerez ***

Change of battery cell provider :
The individual cells that make up the Energy Store have individual over-charge and over-discharge protection. These were proving unreliable due to thermal/vibration issues. Whilst the energy store is sealed in our fitment, I am informed the cells are now supplied by Panasonic.

Change to MGU-K to Crank drive gearing :
The original torque multiplication factor was calculated to give a wider spread of torque on acceleration. Track testing found that this was causing traction difficulties and overloading the gear set and causing failure of the crank casing.

Change to turbocharger wastegate function :
Renault had originally intended for the MGU-H to regulate turbine speed in 95%+ of normal running. They facilitated this by allowing the MGU-H to pull charge (when the energy store was at capacity) to an air cooled heat sink. This strategy proved ineffective in certain environments and a more conventional wastegate is now being used to supplement the MGU-H.

Due to both the change in MGU-K gear ratio, boost control strategy and the energy store, most of the software relating to the charge and discharge cycling has been modified daily and continues to be refined. There are still issues relating to turbine speed control via MGU-H but these are mostly to do with fine tuning of the control software and the synchronisation between MGU-H control and wastegate control.

There has been swift progress and software related driveability now appears to be the main issue.

Re the MGU-H to MGU-K transfer :
There are times when you can't (or wouldn't want to) transfer power from the MGU-H to the MGU-K but still need to limit turbo speed.

Think along the lines of a short burst of acceleration then slight deceleration then acceleration (such as feathering throttle for traction or in a switch back). The last thing the driver would want is for the MGU-K to feed power into driveline.

During those transitional situations Renault wanted to control the speed of the turbo by using the MGU-H to maintain shaft speed at or close to max rpm. It turned out (partly because of the driveability issues) that MGU-H was dumping to the heat sink far more than had been predicted or modelled. This was causing severe heat related issues in some cars at Jerez and the Renault 'patch' was to disable the MGU-H entirely and rely on the mechanical wastegate for the remainder of the test.

Obviously this resulted in dramatically increased lag and reduced performance but allowed some mileage to be put on the ICE.

In the interests of transparency it should be disclosed that we have had no first-hand experience with the original spec PU used in Jerez. (補充: Lotus 缺席首次的 Jerez 試車)

Our running experience started with a version that had basic MGU-H functioning and limited MGU-K output.


好清楚!!

咁..........紅牛車隊, 祝你早日康復





好嘞, 四連霸頂頭大熱出閘脫腳, 而家一致公認大熱門的是平治!!!
咁就轉講平治嘞. 不過講的是與我地砌模型有關的----- 車身拉花

Jerez 首試時發覺 W05 新拉花主要在入氣口兩側(主要廣告位), 由銀底改為黑底來襯托銀色三角嘜. 搶眼好多 .....不過, 黑底前方是柔邊(模糊界線)而後方則變為硬邊(明顯界線). 我唔係咁中意囉












哈! 到第二次巴林試車時, 就已經改為全部柔邊. 好好多!!





不過那模糊的柔邊真係又好模糊吓. 尤其是後方!!!










不特只, 原來 side pod 的 Petronas 藍綠色, 內有乾坤!!! 漸變色格仔暗花!!!





第時砌 W05 時黑色可以慢慢噴, 不過睇落好似有唔同的通透感(色? smoke?) 同埋, 應該似是金屬黑, 似MP4/13嗰隻??
藍綠色格仔暗花? 一定要靠水貼喇!

我估德國利華會出W05, 如果大熱勝出, 儲定錢啦!

RB10新車問題多多
http://sports.sina.com.hk/cgi-bi ... 1/5/1/860969/1.html

W01 時都係黒色........